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Wyoming Department of
Transportation

Wyoming DOT logo.

Statewide Transportation
Management Center (TMC)

Wyoming Traffic Management Center logo.
WEATHER INTEGRATION PLAN

December 15th, 2010

 


 

ACKNOWLEDGEMENTS

We wish to thank all those involved with the development of this plan; for their contributions both to this plan as well as their contributions to the plan development process.

Without their support and knowledge, the development of this plan would not have been possible.

Prepared by:

Kevin M. Cox, P.E.
Intelligent Transportation Systems Engineer
Transportation Management Center
Wyoming Department of Transportation

 

TABLE OF CONTENTS

LIST OF TABLES

LIST OF FIGURES

 

ABBREVIATIONS AND ACRONYMS

ASOS

Automated Surface Observing Systems

ATMS

Advanced Traffic Management System

AVL

Automatic Vehicle Location

AWOS

Automated Weather Observing Systems

DMS

Dynamic Message Signs

ECAR

Enhanced Citizen-Assisted Reporting

EOC

Emergency Operations Center

ESS

Environmental Sensor Station

FHWA

Federal Highway Administration

HAR

Highway Advisory Radio

ITS

Intelligent Transportation Systems

MDC

Mobile Data Computer

MDSS

Maintenance Decision Support System

OEM

Office of Emergency Management

RWIS

Road Weather Information System

RWMP

Road Weather Management Program

SALECS

State Law Enforcement Communications System

TMC

Transportation Management Center

VSL

Variable Speed Limit

WHP

Wyoming Highway Patrol

WIM

Weather Information Manager

Wx

Weather

WYDOT Wyoming Department of Transportation

 


 

1. Introduction

1.1 Background

The Federal Highway Administration’s (FHWA) Road Weather Management Program (RWMP) has established a programmatic road map that identifies the integration of weather information into the operations of Transportation Management Centers (TMCs) across the country as a key objective. Integrating weather information supports the capability of state and local transportation agencies to better manage their traffic, dispatch maintenance crews and respond appropriately and in a timely way to weather-induced problems affecting the transportation system. Well-integrated weather information allows TMC operators to make effective and timely management and operational decisions based on quality information related to weather forecasts, the anticipated timing and intensity of weather events, and the interaction of weather conditions with the road surface. Integrated weather information positions a TMC to be proactive rather than reactive with regard to the operations and maintenance of their transportation infrastructure. The FHWA has prepared a detailed self-evaluation “Guide” that assists TMCs in identifying appropriate weather integration strategies, given their current level of weather integration and where they would like to be with regard to enhanced integration and to prepare a weather integration plan based on strategies suggested by the self-evaluation.

1.2 Purpose

The WYDOT Statewide Transportation Management Center (TMC) was chosen by the FHWA to conduct a weather information integration self-evaluation and planning process (using a provided Guide) and provide feedback. The Guide was prepared in an electronic form (Microsoft Access) that walks the user through several sections to eventually result in the identification of potential weather information integration strategies that a TMC may consider for future enhancements to their operations. The WYDOT Statewide TMC was chosen because of their strong interest in improving their use of weather information in support of their operations and to better manage the extreme weather events experienced throughout the state. The TMC was asked to review the Guide and provide feedback that will be used to improve the Guide. As part of this activity, WYDOT was asked to develop a weather integration plan. This document is that plan.

Since the jurisdiction for WYDOT’s TMC is statewide, this plan was undertaken as part of an effort to develop a weather integration strategy for the entire state of Wyoming. In addition, this effort was to aid developers with the final design of the FHWA’s Weather Integration Self-Evaluation and Planning Guide.

1.3 TMC Overview

WYDOT’s statewide TMC became operational in the Fall of 2008. The TMC is housed in the basement of the Qwest building at 6101 Yellowstone Road in Cheyenne, Wyoming, approximately a mile north of the WYDOT headquarters complex. The TMC houses both the emerging Intelligent Transportation Systems (ITS) operations function and a new dispatch center for the Wyoming Highway Patrol.

Photograph of TMC building exterior.

Source: Courtesy C. Cluett, Battelle

Figure 1 – TMC Building Exterior

Photograph of TMC operations room.

Source: Courtesy WYDOT Public Affairs Office

Figure 2 – TMC Operations Room

While numerous states already have similar TMCs in operation to deal with urban traffic congestion, Wyoming’s center is geared almost exclusively toward rural travel management and information needs that result from extreme weather conditions. Additionally, it is one of the few TMCs where communication services for DOT construction, traffic, and maintenance functions are co-located with law enforcement.

1.4 Key Functions of WYDOT’s TMC

The functions of the TMC have expanded over time, but the core functions can be grouped into the following four main areas:

1.5 Weather Integration Self-Evaluation Process

WYDOT was first introduced to the Weather Information Integration Self-Evaluation and Planning Guide on April 22nd, 2009. On May 18th, 2009, WYDOT conducted a meeting to work through the Guide with a team of stakeholders from WYDOT Maintenance, Winter Research Services, the Transportation Management Center, Highway Patrol Dispatch, and the National Weather Service. During this two-hour meeting, the stakeholders worked their way through the Guide, answering the questions collectively as a group. The stakeholders included the following individuals:

Selected output from the Guide is included in the appendices.

1.6 Relationship to Other Plan Documents

This section lists current and proposed documents that help guide the TMC’s practices and operations. Along with the name of each document is a brief description of its relationship to this Weather Integration Plan.

2 Existing Road Weather Management Systems

2.1 RWIS Infrastructure

Currently, WYDOT has a network of 62 RWIS stations located throughout the state. They are managed by a central software system known as SCAN Web. The two figures that follow are screen shots from that software, showing the statewide network, followed by a more detailed map of southeast Wyoming where WYDOT has deployed greater density of RWIS for a 52-mile VSL corridor between Laramie and Rawlins. Between the two figures is a table listing the RWIS locations statewide.

Screen capture of Wyoming’s statewide RWIS locations.

Source: Screenshot of ScanWeb Map Image

Figure 3 – RWIS locations statewide

Table 1 – List of RWIS Locations

RWIS No.

SITENAME

Highway

MILEPOST

1

Wyo Hill

I - 25

3.52

2

Whitaker

I - 25

30.2

3

Bordeaux Interchange

I - 25

70.8

4

Coleman

I - 25

98.7

5

Deer Creek

I - 25

164.2

6

Twenty Mile Hill

I - 25

207.2

7

I-25 Divide

I - 25

267.3

8

Evanston

I - 80

4.2

9

First Divide

I - 80

13.86

10

Church Butte

I - 80

52.65

11

Peru Hill

I - 80

82.31

12

Green River Tunnel East

I - 80

90.5

13

Rock Springs West

I - 80

97.9

14

Baxter Road

I - 80

111.5

15

Superior

I - 80

124.5

16

Point of Rocks

I - 80

129.8

17

Bitter Creek

I - 80

141.83

18

Tipton

I - 80

156.72

19

Continental Divide

I - 80

184.3

20

Sinclair

I - 80

221.7

21

Walcott Junction

I - 80

234.66

22

Dana Ridge

I - 80

244.8

23

Mile Marker 249.1

I - 80

249.1

24

Halleck Ridge

I - 80

252.16

25

Elk Mountain

I - 80

256.17

26

County Road 402

I - 80

262

27

Wagonhound

I - 80

266.58

28

Foote Creek

I - 80

269.5

29

Arlington

I - 80

271.8

30

Arlington East

I - 80

273.85

31

Cooper Cove

I - 80

279.36

32

Strouss Hill

I - 80

283.75

33

Quealy Dome

I - 80

289.5

34

Herrick Lane

I - 80

297.66

35

Summit East

I - 80

325.8

36

Vedauwoo

I - 80

329.4

37

Vedauwoo

I - 80

329.4

38

Remount

I - 80

340.5

39

Montana Line

I - 90

0.1

40

Piney Creek North

I - 90

43.7

41

Piney Creek Interchange

I - 90

44.7

42

Indian Creek Rd

I - 90

83.3

43

Dead Horse

I - 90

91.5

44

Mile Marker 108

I - 90

108

45

Inyan Kara

I - 90

170.5

46

Beulah Interchange

I - 90

205.9

47

Rim

US - 191

127

48

Hiland

US - 20/26

57.4

49

Pumpkin Vine

US - 287

420.4

50

Beaver Rim

US - 287 / WY 789

48.1

51

Sage Junction

US - 30

34

52

Gun Barrel

US - 85

46.8

53

Meeteetse Rim

WY - 120

61.5

54

Teton Pass

WY - 22

11.2

55

Pathfinder

WY - 220

80.1

56

Skyline

WY - 230

113.2

57

South Pass

WY - 28

41.4

58

Red Canyon

WY - 28

59.5

59

Chief Joseph

WY - 296

32.96

60

Shute Creek

WY - 372

36

61

Pine Tree Junction

WY - 387

131.79

62

Belle Fourche

WY - 59

87

 

The VSL corridor is the first of its kind in Wyoming. It consists of a 52-mile stretch of Interstate 80 from Walcott Junction (20 miles east of Rawlins) to Quealy Dome Interchange (17 miles west of Laramie). In that 52-mile corridor, WYDOT now has 13 RWIS stations. This project represents the first corridor-level RWIS deployment in WYDOT’s history.

Screen capture of RWIS network along I-80 in Southeast Wyoming.

Source: Screenshot of ScanWeb Map Image

Figure 4 – RWIS in southeast Wyoming

RWIS maintenance statewide is primarily conducted by WYDOT forces with the exception of an annual maintenance contract to assist WYDOT forces with the annual preventive maintenance. Annual maintenance costs for WYDOT RWIS are estimated at about $4,000 per site for WYDOT.

2.2 Maintenance Decision Support System

Over the past several years, WYDOT has participated in the FHWA pooled-fund study to deploy a maintenance decision support system (MDSS). That product is currently being used by WYDOT as provided by Meridian Environmental Technologies. The extent to which it is used within the TMC has been somewhat limited, but is beginning to emerge as a useful tool for the TMC operators in road weather condition status and forecasting.

There is no formal guideline in place for using MDSS in WYDOT’s day-to-day operations. Several maintenance crews use the system. However, there is no coordinated effort within WYDOT for how best to use this tool either within the TMC or between the TMC and maintenance. The TMC intends to put this system to better use in the future. Figure 5 below is an image of the MDSS graphical user interface.

Screen capture of the MDSS graphical user interface.

Source: Screenshot of MDSS, Meridian Environmental Technology

Figure 5 – MDSS User Interface

2.3 Alert Notifications

Another product of the MDSS system is known as METalert. It provides current and forecast weather alerts based on individual user-defined thresholds for counties, cities, or individual RWIS stations. WYDOT has just deployed this system, and made it available to TMC operators and maintenance personnel. Below is a screen shot from the application showing the types of alert notifications available.

The alerting system provides for either e-mail or text message notifications, and has quite a few variables for criteria threshold selection. However, the limitation of this system is that it doesn’t provide pop-up alerts on the TMC operators’ computer screens.

Screen capture of the WYDOT weather alerting system.

Source: Screenshot of WYDOT METAlerts System

Figure 6 – Weather Alerting System

In the past, WYDOT had used SCAN Sentry alerting system which is part of the overall SCAN Web RWIS management package used to monitor WYDOT’s RWIS. There has not been much success in implementing that into the TMC due to configuration issues with setting reasonable thresholds. The complaint from the TMC operators has been that it sends repetitive alerts for the same condition. Further investigation will be conducted to see if appropriate parameters can be established for that alerting system.

2.4 NorthWest Weathernet

NorthWest Weathernet is the forecasting service WYDOT maintenance forces have used for several years. The service consists of a text-based twice daily forecast hosted on a website. It provides forecasts based on WYDOT’s maintenance shop locations. This format has proven to be very useful for the maintenance foremen and plow operators because they can easily scroll down to their shop location, and get an up-to-date forecast for their area. The format has proven to be more cumbersome from the TMC’s statewide or even sometimes district-wide perspective.

Below is a sample screen shot of the product provided by NorthWest Weathernet, Inc.

Screen capture of a webpage from the product provided by NorthWest Weathernet, Inc.

Source: Screenshot of WYDOT NorthWest Weathernet

Figure 7 – NorthWest Weathernet WYDOT page

2.5 Other TMC Weather Resources

Numerous other sources of weather information are currently being used within the TMC. Most of these are in the form of websites such as Intellicast, the Weather Channel, or the National Weather Service. Additionally, there is a television in the TMC which is oftentimes tuned to the Weather Channel, or a national or local news channel which occasionally show weather information.

3 Concepts of Operations

In terms of operational concepts for using weather within the TMC, very few formal guidelines or written policies exist. There are some established thresholds from RWIS stations that require action in terms of notifying maintenance or the public of conditions.

Conceptually, the TMC attempts to manage weather at two levels, statewide and/or corridor.

3.1 Statewide Weather Management

The TMC is the only entity at WYDOT that attempts to, or has the responsibility to manage weather from a statewide perspective. Although there are many weather information resources, no single group or person within the TMC is tasked with managing weather information and providing a strategy to handle it statewide. In effect, the TMC still has a WYDOT legacy tendency to operate as five separate maintenance districts. However, the TMC offers WYDOT’s best promise for strategic management of weather events.

3.2 Laramie to Cheyenne (The Summit) Commuter Corridor

This corridor along Interstate 80 was WYDOT’s first corridor-level deployment of ITS equipment back in 2003. Additional equipment has been deployed in this corridor since 2003. Today, the ITS equipment in this 20-mile stretch includes: six cameras, ten dynamic message signs, three RWIS stations, and twelve speed sensors. With the density of DMS signs in this corridor, the TMC is able to provide traveler information in a slightly different manner. Essentially, information can be provided in a more location-specific manner as to road and weather conditions. The treacherous nature of this corridor has made it a candidate for one of the next three VSL corridors in the state.

3.3 Variable Speed Limit Corridor

WYDOT’s first VSL corridor is a 52-mile stretch of Interstate 80 located in the south central part of the state between the towns of Rawlins and Laramie. The VSL signs for the corridor became operational February 13th, 2009. In their first 14 months of use, they have proven to offer some very positive results in terms of number and severity of accidents, and number and length of closures.

The corridor consists of 14 VSL locations (seven in each direction). Vehicle speeds are monitored by side-fire radar detectors at 18 locations, and central control software provides average speeds for all vehicles every 30 seconds. The speeds are displayed on a map using color-coded icons and highway segments that change color based on the average observed speeds. Additionally, 13 RWIS sensors provide real-time weather information, including surface status, visibility, wind, humidity, air temperature and surface temperature.

3.3.1 Current Policy/Procedure

The current policy for posting speed limits was developed in a cooperative effort amongst the TMC, Highway Patrol, and the District Maintenance personnel. The policy is lengthy, and describes the procedures for posting speeds based on the situation, and the personnel available at the time of posting a speed limit change.

The policy does allow TMC operators to reduce the speed based on a sustained speed reduction of at least 10 MPH for at least 15 minutes. The TMC operators primarily use speed data to make this decision, but also refer to RWIS data as supporting information.

3.3.2 Draft Control Strategy

WYDOT’s ITS Program is currently working with the University of Wyoming’s Civil Engineering Department to come up with a control strategy that would automate, and make better use of the speed and weather data to provide TMC operators with a quality recommended speed based on the information available from these sensors. The control strategy is in its early phases of development, and the draft version will begin to be tested this Fall.

4 Integration Needs

After completing the self-evaluation “interview” process, 11 high priority needs were identified as shown in Table 2 below. There were also seven medium priority needs, and two low priority needs. As the group evaluated the needs and their levels, it became apparent that by addressing the high priority needs, most of the medium and low priority needs would be addressed. (See Appendix D.)

The sections below describe the 11 high priority needs, and group them into four main “need” areas.

Table 2 – High Priority Needs

Need Areas

Definition of Need

Advisory Operations

Weather Information Dissemination

Disseminate weather information to a larger set of stakeholders and users in the region (including transit and other modes)

Institutional Coordination

Written Policy Development

Develop and implement clear, written policies and procedures for handling weather events.

Coordination within TMC

Improve coordination within the TMC

Coordination with Adjacent Jurisdictions

More coordinated responses and information with adjacent jurisdictions/regions

Treatment Operations

Level of Service Restoration

Reduce the time required to restore pre-event level of service operations after a weather event

Weather Management Response

Improve the timeliness of weather management response including deployment of field personnel and equipment

Weather Information Processing and Gathering

Interpreting Weather Information

Assistance in interpreting weather information and how best to adjust operations in light of that information.

Improving Weather Information Coverage

Improve the coverage and granularity of weather information in the region.

Better Real-Time Information On Road Conditions

Better real-time information on road conditions during weather events.

Better Prediction of Weather Event Impacts

Better prediction of impact of weather events including assessment of reduction in capacity.

Better Short-Term Forecasts

Better short-term forecasts of arrival time, duration, and intensity of specific weather events at specific locations.

 

5 Integration Solutions

The “Levels of Integration” matrix (see Figure 8) shows where WYDOT’s TMC is today (highlighted in yellow), and where it needs to be following integration (highlighted in pink). This matrix represents recommendations directly from the Self-Evaluation Guide.

Matrix indicating WYDOT's current and targeted level of integration as described in the text.

Figure 8 – Integration Levels Matrix

The six items of integration shown in gray are the six broad areas where WYDOT’s TMC needs to improve from its current level of integration to a proposed level of integration in order to effectively integrate weather into its operations. The sections below give more detail on each of these integration areas, and offer proposed solutions on how that integration might be accomplished.

5.1 Frequency of Road Weather Observations

This integration item can best be addressed by expanding the frequency of real-time reports from individuals traveling on Wyoming highways, including, but not limited to plow drivers, the commercial trucking community, and other members of the traveling public.

Presently, snow plow operators call the TMC when either conditions change, or two hours have passed. The TMC could benefit from the implementation of a system that notifies when each currently active plow has passed the two-hour report timeframe.

Additional reporting could come from other travelers on WYDOT’s highways, assuming that they have been properly trained to identify conditions, and how to pass that information to the TMC.

5.2 Weather Information Coordination

As can be seen from the levels of integrations matrix, this item of integration has the biggest gap in terms of where WYDOT currently is (highlighted in yellow), and where WYDOT would ultimately like to be in terms of TMC weather integration. Consequently, most of the initial implementation efforts of this plan will focus in this broad area of weather information coordination.

WYDOT plans to at least partially address this need immediately by contracting with a part-time local meteorologist (DayWeather, Inc.) to perform weather information management tasks in the TMC. This initial contract began in early December 2010 and will extend for a trial period through May 31st, 2011.

5.3 Extent of Coverage

Until this past year, WYDOT had a scattered network of approximately 32 RWIS stations throughout the state. With the implementation of the first VSL project, WYDOT found it necessary to increase the coverage of real-time weather information, and implemented its first corridor-level RWIS deployment, installing 13 RWIS in a 52-mile stretch of interstate.

This deployment is likely the beginning of many more of its kind in Wyoming. Presently, there are three more VSL projects in the design phase for WYDOT, and one currently under construction.

The TMC is struggling to manage this corridor-level information, and needs to improve its ability to effectively use this more granular information to identify problems, and help establish appropriate speed limits.

5.4 Interaction with Meteorologists

The TMC currently has two very good resources that allow for direct communication with a meteorologist. The first is provided by a direct telephone number to a staff meteorologist at NorthWest Weathernet, Inc., and the second is either by phone or radio to the National Weather Service meteorologist located in Cheyenne. Both of these resources are currently under-utilized by the TMC. With the addition of a Weather Information Manager on the floor of the TMC, coordination with these resources should improve greatly.

5.5 Alert Notifications

Although WYDOT is presently at integration level 4 on this item, work still remains to enhance our current MetAlert system. Work also remains to attempt redeployment of SCAN Sentry on the TMC operator workstations. Lastly, WYDOT is also going to pursue the development of its own weather information tool that can be tailored to include current and forecast road weather conditions. Part of that tool will include a system to provide alert notifications.

5.6 Decision Support

Two of the biggest decisions TMC operators face on a minute-by-minute basis are determining appropriate DMS messaging and VSL speed postings. Through the use of weather and traffic information, a decision model integrated into WYDOT’s advance traffic management system (ATMS) could prove to be an effective means of providing timely, accurate, and consistent messaging and posted speeds on WYDOT’s DMS and VSL, respectively.

6 Implementation of Integration Plan

6.1 Summary of Integration Strategies

Shown below (Table 3) is a summary of WYDOT’s integration strategies. The table shows WYDOT’s current level for each integration item, the recommendation from the self-evaluation guide, the integration level selected by WYDOT for both the current (C) timeframe, and future (F) timeframe, and comments for each integration item.

Table 3 – Summary of Integration Strategies

Integration Item

Current Integration Level

Guide Recommended Integration Level

Chosen Weather Integration Level(C/F)*

Rationale/Comments

1: Use of Internal Weather Information Resources

3

3

3/4

C=expand RWIS locations; F=outfit & receive data from plows & other vehicles

2: Use of External Weather Information Resources

4

4

4/4

Build integrated weather information tool to assist TMC operators

3: Availability of Weather Information

4

4

4/4

Availability meets current needs

4: Frequency of Weather Forecasts

4

4

4/4

Frequency meets current needs

5: Frequency of Weather/Road Weather Observations

2

3

3/3

Expand coverage and frequency of plow driver reports

6: Weather Information Coordination

None

3

3/3

Contracting with a part-time local meteorologist to perform weather information management tasks in TMC.

7: Extent of Coverage

2

4

4/5

C=Adding four more VSL corridors throughout the state; F=continued expansion of RWIS sites.

8: Interaction with Meteorologists

1

3

4/5

See item 6 above.

9: Alert Notification

4

4

4/4

Enhance alert notification in phases (use
SCAN Sentry, expand METalert , build new alert system w/ new Wx info tool).

10: Decision Support

1

3

3/4

C=automated recommendations for VSL system; F=expand to DMS recommendations.

11: Weather and Road Weather Data Acquisition

4

4

4/5

C=continue current acquisition; F=automated data collection from DOT vehicles.

* C/F=Current plans (within next 1-2 years)/Future plans (beyond 2 years)

 

6.2 Implementation Tasks

The integration strategies can be grouped into the following seven implementation tasks or projects:

  1. RWIS Expansion - Expand RWIS coverage throughout state, and multiple corridor RWIS projects. We will start by doing a gap analysis, and seek input from District Maintenance offices to determine desired locations. With that, WYDOT can develop an RWIS expansion plan, and budget for new RWIS on an annual basis to complete the desired expansion in approximately the next five years.
  2. AVL/MDC - Expand vehicle weather data transmission to TMC from plows with AVL/MDC. This will include continued deployment of our current AVL system statewide. For the MDC component, WYDOT will use its systems engineering process to ensure all requirements are met, including integration with the current AVL system.
  3. Weather Information Manager (WIM) - Employ part time, contracted meteorologist as weather information manager. This individual will help implement much of this plan, assist the TMC operators in managing and utilizing current and future weather information, and provide a primary point of contact for all weather information resources within WYDOT.
  4. VSL Expansion - Add VSL in four locations and continue to expand in statewide corridors. One of these four new corridors is currently under construction and scheduled to be complete by January 2011. Two more of these four will be operational by October 2011, and the fourth corridor is currently schedule to be constructed in 2012.
  5. Weather Information Tool - Build integrated weather information tool to assist operators. Deploy portions of this for commercial vehicle and general public use. The weather information manager will be instrumental in developing this system. They will also be the one responsible for keeping the information in this tool timely and accurate.
  6. Weather Alert Notification - Expand/enhance alert notification system in phases: 1) using SCAN Sentry 2) expanding METalert system 3) using the new integrated weather integration tool/database. SCAN Sentry is presently available to the TMC, it just needs some fine tuning on the configuration and some additional training for the operators. METalert is also available, but additional features (e.g. visibility alerts) could be very useful for the TMC operators.
  7. ATMS Decision Support - Expand decision support tools, starting with VSL and moving to DMS recommendations. This will include some software development work for our existing ATMS to provide such recommendations based on weather and traffic information.

6.3 Integration Timeline and Cost Estimates

The table below shows the seven projects identified in the previous section, an estimated start time and end time for each, an estimated implementation cost, and an estimated operations and maintenance cost.

Table 4 – Project Timeline and Costs
Project Start Completion Initial Cost O&M Cost
RWIS Expansion Ongoing 2015 $ 2,000,000 $ 400,000/year
AVL/MDC 2011 2017 $ 800,000 $ 100,000/year
WIM Ongoing N/A N/A $ 100,000/year
VSL Expansion Ongoing 2014 $ 3,000,000 $ 200,000/year
Wx Info Tool 2011 2013 $300,000 $15,000/year
Wx Alert Notification Ongoing 2013 $20,000 $3,000/year
ATMS Decision Support 2011 2013 $150,000 $15,000/year

 

The good news is that most of these projects are underway and at least partially funded. At this point, the scopes of these projects may need to be slightly re-defined to meet the needs identified in this plan.

6.4 Anticipated Challenges and Constraints

As shown in Table 4 above, four of the seven projects are already ongoing, and reasonably funded. The AVL project is also underway, but there is no clear direction yet on the mobile data computer (MDC) aspect of that project. Integrating an MDC with the AVL system WYDOT is currently in the process of deploying could prove to be challenging.

The weather information tool will be a fairly challenging undertaking, but many of the components are already in-place to facilitate some of that system. Again, integration of multiple information resources will be the challenge with this project.

Lastly, WYDOT currently has an off-the-shelf ATMS. Tailoring this system to meet the needs of our VSL and DMS decision support could prove to be a difficult task. This software is provided by a third party vendor and their ability to tailor the software to the TMC’s needs remains an unknown at this point.

 

Appendix A – Summary Report of Weather Events

Summary report of weather events experienced by your TMC (Section 1 Report)

Weather Event

Frequency

Extent

Impact

Tornadoes

Seldom

Local/Isolated Spots

Significant Impact

Blowing Sand or Dust

Occasional

Areawide

Significant Impact

Flooding

Occasional

Statewide

Significant Impact

Sleet, and Freezing Rain

Occasional

Areawide

Significant Impact

Blizzard or White-out

Regular

Statewide

Significant Impact

Blowing Snow

Regular

Statewide

Significant Impact

Bridge Frost, Road Frost

Regular

Statewide

Significant Impact

Drizzle and Light Rain

Regular

Statewide

Little Impact

Flurries and Light Snow

Regular

Statewide

Little Impact

High Winds

Regular

Regional

Significant Impact

Moderate to Heavy Rain

Regular

Statewide

Little Impact

Moderate to Heavy Snow

Regular

Statewide

Moderate Impact

Severe Thunderstorms

Regular

Regional

Significant Impact

Smoke, Mist, Fog, Smog or Haze

Regular

Regional

Significant Impact

 

Appendix B – Summary Report of Impacts Due to Weather Events

Summary report of impacts due to your weather events (Section 2 Report)

Weather often impacts the activities of transportation system operators working to maintain safety and mobility. Making sense of weather information along with recognizing the benefits of its application beyond the simplest case is not a trivial task. As a generalization, TMC operators tend to be more responsive and take action based on their observations of traffic impacts rather than responding directly to weather information. It is important to understand the nature of weather impacts on capacity and speed reductions, impacts on safety (e.g., crash risk/frequency, incident management including Safety Service Patrols that are often dispatched from or coordinated with TMCs), and impacts on institutional coordination (i.e., need for communication between traffic managers and maintenance personnel, traffic managers and emergency management personnel, traffic managers and law enforcement personnel) to ensure that the self-evaluation and the integration solutions address the right concerns. The ability to estimate impacts could presumably lead to managing freeway systems and arterial signal systems using advisory, control and treatment strategies efficiently.

This report identifies the impacts of these weather events on your TMC’s traffic operations considering both impacts to users as well as operators.

Traffic impacts commonly associated with the weather events in your region

Weather Event

Increased
Travel Times

Increased
Crash Risk

Reduced
Roadway Capacity

Traffic Management
Device Impairment

Disruption of CVO or
specialized vehicle
operations

Road Closures

Drizzle and Light Rain

Not Applicable Applicable Not Applicable Not Applicable Not Applicable Not Applicable

Moderate to Heavy Rain

Applicable Applicable Not Applicable Applicable Not Applicable Not Applicable

Severe Thunderstorms

Applicable Applicable Applicable Applicable Applicable Applicable

Flooding

Applicable Applicable Applicable Applicable Applicable Applicable

Flurries and Light Snow

Not Applicable Applicable Not Applicable Not Applicable Not Applicable Not Applicable

Moderate to Heavy Snow

Applicable Applicable Applicable Applicable Applicable Applicable

Blizzard or White-out

Applicable Applicable Applicable Applicable Applicable Applicable

Sleet, and Freezing Rain

Applicable Applicable Applicable Applicable Applicable Applicable

High Winds

Applicable Applicable Applicable Not Applicable Applicable Not Applicable

Blowing Snow

Applicable Applicable Applicable Applicable Applicable Applicable

Blowing Sand or Dust

Applicable Applicable Not Applicable Applicable Not Applicable Not Applicable

Smoke, Mist, Fog, Smog or Haze

Applicable Applicable Applicable Applicable Applicable Applicable

Tornadoes

Applicable Applicable Applicable Applicable Applicable Applicable

Bridge Frost, Road Frost

Applicable Applicable Applicable Not Applicable Applicable Not Applicable

 

Roadway impacts commonly associated with the weather events in the region

Weather Event

Slick Roads

Road Obstruction

Structural Deterioration

Present of Debris

Low Visibility

Others (Please Specify)

Drizzle and Light Rain

Applicable Not Applicable Not Applicable Not Applicable Not Applicable  

Moderate to Heavy Rain

Applicable Applicable Not Applicable Not Applicable Applicable  

Severe Thunderstorms

Applicable Applicable Applicable Applicable Applicable  

Flooding

Applicable Applicable Applicable Applicable Not Applicable  

Flurries and Light Snow

Applicable Not Applicable Not Applicable Not Applicable Not Applicable  

Moderate to Heavy Snow

Applicable Applicable Not Applicable Not Applicable Applicable  

Blizzard or White-out

Applicable Applicable Not Applicable Not Applicable Applicable  

Sleet, and Freezing Rain

Applicable Not Applicable Not Applicable Not Applicable Applicable  

High Winds

Not Applicable Not Applicable Applicable Applicable Applicable  

Blowing Snow

Applicable Applicable Not Applicable Not Applicable Applicable  

Blowing Sand or Dust

Applicable Not Applicable Not Applicable Applicable Applicable  

Smoke, Mist, Fog, Smog or Haze

Not Applicable Not Applicable Not Applicable Not Applicable Applicable  

Tornadoes

Not Applicable Applicable Applicable Applicable Not Applicable  

Bridge Frost, Road Frost

Applicable Not Applicable Not Applicable Not Applicable Not Applicable  

 

Specific impacts of weather events in your region on TMC operations
LEGEND: 4 - Significant Impact, 3 - Moderate Impact, 2 - Little Impact, 1 - No Impact

Weather Event

Increased use of equipment and labor

Increased in-house labor

Increased contractor labor

Loss of
communications/
power

Changes in traffic control operations

Others
Significant impacts (Please specify)

Drizzle and Light Rain

1 1 1 1 1 Empty cell.

Moderate to Heavy Rain

2 2 1 1 2 Empty cell.

Severe Thunderstorms

3 2 1 3 3 Empty cell.

Flooding

2 2 1 1 2 Empty cell.

Flurries and Light Snow

2 2 1 1 2 Empty cell.

Moderate to Heavy Snow

3 3 1 2 3 Empty cell.

Blizzard or White-out

4 4 1 2 4 Empty cell.

Sleet, and Freezing Rain

3 3 1 2 2 Empty cell.

High Winds

3 2 1 2 3 Empty cell.

Blowing Snow

4 4 1 2 4 Empty cell.

Blowing Sand or Dust

2 1 1 1 2 Empty cell.

Smoke, Mist, Fog, Smog or Haze

3 3 1 1 3 Empty cell.

Tornadoes

2 1 1 3 2 Empty cell.

Bridge Frost, Road Frost

2 1 1 1 3 Empty cell.

 

Appendix C – Summary Report on Current Integration Level

Summary report on your TMC's current level of weather integration (Section 3 Report)
Item of Integration: I1 Use of Internal Weather Information Resources

Not Checked

None

Checked

Camera imagery

Checked

Radar, satellite, ASOS and AWOS data, and general zone-type forcast information

Checked

Level 2 data plus data from RWIS and related networks

Not Checked

Level 3 data plus data from AVL/MDC sources and internal radio communications

Not Checked

Level 4 data with addition of analyzed fields and trandformed data parameters (frost index, wind chill, est. snow, ice, water depth)

Item of Integration: I2 Use of External Weather Information Resources

Not Checked

None

Checked

General weather information, forecsts, and interpretation provided through media as irregular service (radio and TV weather)

Checked

Internet provided, public access general forecasts, weather radar or satellite image or weather-specific broadcast channel

Checked

Field observers or probes providing scheduled weather/driving condition information from entire route system

Checked

Contractor provided surface transportation weather forecasts targeted at the operational needs of the TMC agencies

Not Checked

Direct connection between private weather information service providers and trffic management software

Item of Integration: I3 Availability of Weather Information

Not Checked

None

Checked

Cable channel or subscription weather information vendor providing general weather information

Checked

Internet provided weather radar or satellite image on video wall or computer screen

Checked

Field observers or ESS network providing scheduled road or driving condition reports

Checked

Vendor provided daily surface transportation weather forecasts and observed weather conditions including level 3

Not Checked

Meteorologist, located within TMC, forecasting and interpreting weather

Item of Integration: I4 Frequency of Weather Forecasts

Not Checked

None

Checked

Receive information of weather forecasts on a request basis

Checked

Receive weather forecast once daily

Checked

Receive periodic forecasts several times a day

Checked

Receive hourly updates of weather forecasts several times a day

Not Checked

Receive continuous updates of weather forecasts in real-time

Item of Integration: I5 Frequency of Weather/Road Weather

Not Checked

None

Checked

Receive information of weather conditions on a request basis

Checked

Receive weather observations once hourly

Not Checked

Level 2 plus receive weather/road weather observations when predefined thresholds have been exceeded

Not Checked

Receive weather/road weather observations every ten minutes and when predefined thresholds have been exceeded

Not Checked

Receive weather/road weather observations coninuously with data above predefined thresholds highlighted

Item of Integration: I6 Weather Information Coordination

Checked

None

Not Checked

Intr-TMC committee tasked with weather information coordination

Not Checked

Identified TMC or maintenance staff member tasked with coordinating weather information at TMC or virtually linked to the TMC

Not Checked

Dedicated weather operations supervisor

Not Checked

Meteorology staff located within the TMC forecasting and interpreting weather information

Not Checked

Co-location of the EOC/OEM

Item of Integration: I7 Extent of Coverage

Not Checked

None

Not Checked

Sparse Set of Isolated Locations

Checked

Network of Scattered Locations

Not Checked

Corridor-level

Not Checked

Multiple-corridor/sub-regional

Not Checked

Regional/Statewide

Item of Integration: I8 Interaction with Meteorologists

Not Checked

None

Checked

Focus group or informal gatherings of local professinals from the transportation management and weather communities

Not Checked

Develop check list of routine weather awareness activities

Not Checked

Periodic staff meetng that includes a meteorologist to discuss weather information needs and responses

Not Checked

With a meteorologis present conduct post-event debriefing/regular assessment to fine-tune responses

Not Checked

Daily personal briefings and integrated interruptions by meteorology staff within the TMC

Item of Integration: I9 Alert Notification

Not Checked

None

Checked

Monitor media outlet, Internet page, or data stream for critical events

Checked

Telephone call list

Checked

Manual email/paging system

Not Checked

TMC road weather system (RWIS/ALERT/FEWS) generated specific notifications (Email or page)

Not Checked

Automatic notification through Center-to-Center communications

Item of Integration: II10 Decision Support

Not Checked

None

Checked

Ad-hoc implementation of weather management strategies

Not Checked

Use quick-reference flip cards on operator's workstation to implement predefined response

Not Checked

Response scenarios through software supply potential solutions with projected outcomes based on weather/traffic modeling

Not Checked

Automated condition recognition and advisory or control strategy presented to operator for acceptance into ATMS

Not Checked

Automated condition recognition and advisory or control strategy implemented without operator intervention

Item of Integration: II11 Weather/Road Weather Data Acquisition

Not Checked

None

Checked

Media Reports

Checked

Internet and/or Satellite Data Sources

Checked

Across agency intranet and dedicated phone acquisition

Checked

Dedicated communications link to state, federal, private data sources

Not Checked

Dedicated communications link to state, federal, private data sources including vehicle-derived weather data

 

Appendix D – Summary Report on TMC Operational Needs to Be Addressed by Better Weather Integration

Summary report on your TMC Operational Needs that could be addressed by better weather integration (Section 4 Report)
Rating Legend: 3 - High, 2- Medium, 1-Low, 0 - No Need

Need Area

Rating

Need Statement

Advisory Operations

3-High

Disseminate weather information to a larger set of stakeholders and users in the region (including transit and other modes)

2-Medium

Improve targeting of weather messages (site-specific; user group specific) to more effectively convey road weather information.

2-Medium

Provide better pre-trip weather condition information to aid travelers in their decision-making

2-Medium

Provide better en-route information on weather conditions to aid travelers in their decision-making

2-Medium

Improve message content (for DMS, 511, HAR, Web sites, etc.) Institutional Coordination

3-High

Develop and implement clear, written policies and procedures for handling weather events.

3-High

Improve coordination within the TMC

3-High

More coordinated responses and information with adjacent jurisdictions/regions

2-Medium

Improve coordination with local public safety and emergency agencies

1-Low

More opportunities and mechanisms for communications and exchange with others in the weather community and those with experience dealing with weather events.

Traffic Control Operations

2-Medium

Improve management of emergency routing and evacuation for large-scale weather events.

2-Medium

Improve traffic diversion and alternate routing capabilities

0-No Need

Improve traffic signal timing during weather events to facilitate traffic movement

0-No Need

Improve safety at intersections during weather events

Treatment Operations

3-High

Reduce the time required to restore pre-event level of service operations after a weather event

3-High

Improve the timeliness of weather management response including deployment of field personnel and equipment

2-Medium

Reduce costs of roadway treatment options

1-Low

Need to assist maintenance in determining the optimal treatment materials, application rates, and timing of treatments.

Weather Information Processing and Gathering

3-High

Assistance in interpreting weather information and how best to adjust operations in light of that information.

3-High

Improve the coverage and granularity of weather information in the region

3-High

Better real-time information on road conditions during weather events

3-High

Better prediction of impact of weather events including assessment of reductions in capacity

3-High

Better short-term forecasts of arrival time, duration, and intensity of specific weather events at specific locations